Locomotive brake



(No Model.) 3 sheets-sheet 1.

G. I-I. POOR.

LUGOMOTIVE BRAKE.

No. 300,125. -f Patente une 10, 1884.-

NA PETERS Pnwumognpmf. wmhingm ma (No Modem' 3 sheetssheet 2.

G. H. POOR.

LOGOMGTIVE BRAKE.

No. 300,125. Patented June l0, 1884.

Nj @k e Y Xmdm.- f Wa *fwM-W @Wk @ib-f 3 Sheets-Sheet 3.

(No Model.)

G. H. POOR..

LOGOMOTIVE BRAKE.

No. 300.125. Patented June 10, 1884.

N. FETEHs Pmluthugmpher, washinglcu. 4 c

ED.' STATES PATENT CEIIICE.'

GEORGE II. POOR, OE sr. Louis, MIssoURI, AssIGNOR rro THE AMERICAN BRAKE COMPANY, OE sAME PLACE.

' -LOCOMoTlvE-BRAKE.

SPECIFICATION forming part of Letters `Patent Nojsodl'zs, datediaune 10,18e.

V Application filed December 19, 1883. (No model.)

T0 @ZZ wiz/0m it may con/cern.-

Be it known that I, GEORGEH. POOR. a citizen of the United States, residing. at St.` Louis, in the State of Missonrnhave invented certain new and useful ImprovementsinLocomotive-Brakes;` and I hereby .declare the following to be a full, clear, and exact `description of thesame, reference being hadto the accompanying drawings, in which-.-

Figure 1 is a plan View, andFig. 2 is a side elevation showing my improvements as ap plied .to asingle wheel on each side of theengine, thebrakes being operated through the brake-beams from `a twin cylinder arranged beneath the cab. Fig. 3 is a side elevation showing the brakesasapplied to two or more wheels on each side, the brakes of each side being operated by its own cylinder, the arrangement of cylinders being that preferred by me when there is not roomV underithe `calo fora twin cylinder such as shown in Fig. l. Fig. 4 is a cross-section of the brake-shoe.

Like letters refer to .like parts Vwherever they occur.

My present invention relates tothe construction of that class of locomotive and like brakes77 for which Letters Patent No. 285,068, dated September 18, 1883, were granted; and it consists, first, in an improved mode of hanging the shoes directly from faceplates bolted to the frames,instead of by means of intermediate hangers, as heretofore; secondly,

in the interposition of adjusting-screws be-` tween the brake-beams and operating-levers; thirdly, in a special .form of brake-shoe adapted to relieve the tread of the wheel from undue wear, fourthly, in the use of transverse beams extending from one side of the locomotive to the other, to each end of which are connected the pullrods and the brake-heads, so as to avoid any twisting pull on the brakeheads when power is applied 5 Ifthly, in oonnecting the brake-beams by two tie-rods arranged one on each side 5 and, finally, in a twin cylinder for operating the brakes having the fulcrum-levers pivoted thereon, all of which details of construction and novel combinations, with advantages arising therefrom', will hereinafter more fully appear.

I will now proceed to describe my invention more specically, so that others skilled in the art to which it appertains may apply thesame. n

.In the drawings, Aindicates `the frame of the locomotive, and B the driving-wheels thereof. On the frame of the locomotive, in front and rear of eaclidrivewheel to .which the brakes are to beapplied, I secure,by bolty ing or otherwise, face-plates C, provided with laterally-projecting bosses c, upon which the 6o brake-shoes D may be pivoted. Y

D indicates thebrakeshoes, having curved faces to correspond with the periphery. of the wheel. and of the general form in cross-sec tion shown in Fig. 4that visto say, having 65 a deep central channel, d, which will straddle that portion of the treadof the wheel which traverses the rail, so as to preserve the wheel from injurious wear when the brakesareapplied,and having the central longitudinal web, 7o d', at a corresponding point onthe back of the shoe, so as to re-enforce it,from.which formrre-` suits a shoe combining the greatest strength with the least weight of metal. The corresponding shoes on the opposite sidesof the engine are `which the power is directly applied (or pullrod attached) is provided with two.levers,F, 8o one on each side, placednear the corresponding drive-wheels or brake-shoes, and coupled to the brake-beam by yoke f, provided with adjustingscrews f. By means of` these yokes and adjusting-screws the levers F maybe ad 8 5 justedwith relation to the brake-beams so as to regulate the swing of the -shoesandconb pensate for wear. The lower end of each of the beam-levers F is connected by a tie-rod,

G, with the corresponding end of the other 9o brake-beam E of the same wheel, while the upper end of each beam-lever F is connected by apull-rod, H, with the source of power.

The above description embraces the arrangement of the devices thus far enumerated when applied to a single drive-wheel on each side of the locomotive, as shown in Figs. 1 and 2.V Vhen the devices are to be duplicated and applied to two drive-wheels on each side of the locomotive, the pull-rods H are prefera- 10o bly jointed, as at 7L, (see Fig. 3,) and extended, as at II,to the beam-levers F', which are connected by yokes and adjusting-screws to one at any time, so as to draw the beam-levers F of the brake-beams-of t-he second set of brakes,

near to the beams E, and thus regulate the which second set of brakes are in all respects i swing of the shoes and compensate for any 7o constructed, arranged, and combined as hereinbefore specified.

In Figs. 1 and 2 I have shown the preferred form of applying the power where there is room below the 'cab-that is to say, I secure below the cab a twin cylinder, I, one piston, K, of which operates the locomotive-brakes, and the other, L, operates the tender-brakes. llhe cylinder I is cast with a central partition to form the two piston-chambers, each of which is provided with its own steam-inlet, 7c and Z, while on the exterior of the cylinder is provided a'boss or lugs, m, to which may be pivoted the fulcruin-levers M M. The pistons K and L are each connected bya pivoted connection with cross or Heating lever N, (or N,) which latter is pivotally connected to a fulcrum-lever, (or link,) M, (or 'BI/Q pivotally attached to the cylinder I, as before specified. The cross or floating levers N N are each provided with pivot-holes n n, so that the fulcrumpoint may be changed to increase or diminish the power.

To the cross or lloating lever N the pull-rod of the tender-brake is attached, while one arm ofthe cross or iloatinglever N is connected-by a link or shackle, mf, with the upper arm, p, of a rock-shaft, I), journaled on the locomotiveframe. This rock-shaft P has near each-side of the locomotive au arm, p, extending down or in an opposite direc-tion from the arm p, and to each of these arms p/ the pull-rod Il of the corresponding side is attached.

Vhere, as before specied, there is not suficient room under the cab to use the twin cylinder, a small horizontal cylinder, R, may be placed on each side of the engine, (see Fig. 3,) and either attached directly to the pull-rod I-I of its side or to a lever, S, pivoted on the frame, as at s, and the pull-rod I-I may be pivotally connected to said lever S. Either method of connecting the power and pull-rod may be employed at will, as the judgment of the mechanic may suggest or the exigencies of the case require.

The construction of the devices being substantially as hereinbefore speciiied, they will operate as follows: L.'Ihe power, being applied to the pull-rod II by admitting steam to the cylinders, or -in other suitable manner, will first act upon beam-levers F and the beams E, to which they are attached, to force the corresponding set of shoes, D, against the driving-wheels B. As soon as the first set vof shoes hug the wheel the beam-levers F will rock, and, pulling on the tie-rods G, will draw over the opposite brake-beams E and apply the second set of brake-shoes to peripheries of wheels B opposite the first set of brakeshoes. Vhen the power is withdrawn from the pull-rods, the shoes will be released in reverse order and will swing away from the wheels.

The adjusting-screwsy f may be operated l. In a locomotive-brake, the combination,

with the locomotive-frame, of a face-plate secured thereto and provided with a boss or projection for suspending the brake-shoe, and a brake-shoe pivoted directly on the boss or projection of the faceplate, substantially as and for the purposes specied.

2. In a locomotive or like brake, the combination, with the brake-beam., of a beam-lever coupled to the brake-beam by a yoke provided with a screw for adjusting the distance between the brake-beam and brake-lever, substantially as and for the purposes set forth.

3. The brake-shoe having the deep longitudinal groove in the face which bears on the tread of the wheel, and the longitudinal web upon its back corresponding with the groove of the bearing-surface, substantially as and for the purposes specified.

4. In a locomotive-brake, the combination, with the brake-shoe of opposite sides, of a transverse brake-beam having two beam-levers, one arranged near each end of the brakebeam and connected thereto by an adjustable yoke, and two pull-rods, one connected to each of said beam-levers, substantially as and for the purposes specified.

5. In a locomotive or like brake, the combination of two transverse brake-beams, two beam-levers connected to one of said brakebeams near its extremities, two pull-rods-one for each beam-lever-and two tie-rods which connect the two beam-levers with the opposite brake-beam, substantially as and for the purposes specified.

G. rIhe twin cylinder provided with its two pistons, in combination with the two cross or iioating levers pivotally secured to the cylinder, substantially as and for the purposes specified.

7. The twin cylinder provided with its two pistons, in combination with two cross or floating levers, each of said levers fulcrumed on the cylinder by means of an intermediate link pivoted on the cylinder, substantially as and for the purposes specified.

In testimony whereot I afiix my signature, in presence of two witnesses, this 11th day of December, 1883.

' GEORGE II. POOR. Vitnesses:

ALBERT BLAIR, E. B. Liner-r.

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